Bearing-adjusting machine fob



F. P. SCHRAMM, BEARING ADJUSTING MACHINE ron ENGINE CRANK SHAFTS AND PITMEN:

I APPLICATION FILED "AR. 5. I918:

a m hm m 2 n t4 r w Wm k5 F. SCHRAMM. BEARING ADJUSTING MACHINE FOB ENGINE CRANK SHAFTS AND WHEN.

APPLICATION FILED IML'U. IQIB.

Patented Oct. 21, 1919.

2 SHEETS-SNEET 2- m m a W 3 m Wm H mask H FERDINAND r. SCHRAMM, oniriiznN, NORTH DAKOTA;

BEARING-ADJUSTING MACHINE FOR ENGINE. CRANK-SHAFTS AND PITMEN.

Specification of Letters Patent. 7 Patented Oct. 21, 1919. 7

Application filed March 8, 1918. Serial No. 221,170.

To all whom it may concern: 7

Be it known that I, F ERDINANI) P. SCI-IRAMM, a citizen of the United States, residing at Hazen, in the county of Mercer and State of North Dakota, have invented certain new and useful Improvements in Beaming-Adjusting Machines for Engine Cr'anleShafts and Pitmen, of which the following is a specification.

This invention relates to an improved bearing adjusting machine and it is the prin cipal object of the invention to provide a machine .for enabling a workman to accurately adjust the bearings of a crank shaft and pitman of an internal combustion engine and to materially lessen the labor heretofore necessary and also eliminate the trouble commonly experienced 'by reason of the ill fitting of the crank and pitman bean ings due to the adjusting of the same while cold. 7

Another and equally important object of the invention isto provide the machine with means for eifecting'connection between the crank shaft'of the engine andthe driving means of the machine in order that the same can be rotated to efi'ect the desired adjustment and to cause expansion of the bearings when heated due to the friction created by the contacting surfaces, thereby insuring perfect adjustment.

In order that the invention and the manner of its application may be readily understood by those skilled in the art, I have in the accompanying illustrative drawings and in the detailed following descriptionbased thereon,iset forth a preferred embodiment of the invention.

In these drawings: V

Figure l is a. side elevation of the improved machinc showing an engine in dotted lines positioned thereon for adjustment of the crank shaft and pitman bearings,

Fig. 2is a top plan of the same,

Fig. 3 is a vertical section therethrougl taken on the line 33 of Fig. l, and

Fig. & is a fragmentary detail in perspective showing the means for effecting. connection between the transmission clutch of the engine and the drive means ofthc machine.

Having more particular. reference tothe drawings, in connection with which like referencecharacters will designate correspond mg parts throughout the several views, 1 represents the base of the machine, formed V of angle iron or other suitable material and being substantially rectangular in shape. Spaced frames 2 and 3 also formed of angle iron or other suitable material are arranged 7 adjacent the opposite ends of the base 1. and as will be noted, are rendered rigid by suit able truss work generally indicated by the numeral 4, the trussing comprising diagonally and horizontally disposed angle irons joined to portions of said frames.

Positioned between the spaced frames 2 and 3 is an inclined support designated in its entirety by the numeral 5 and comprising a plurality of longitudinally disposed inclined angle irons, secured at their opposite ends to the adjacent portions of said frames 2 and 3 by a suitable means. In this connec tion, it is to be noted that the outermost or opposite side angle irons 5 of the support 5 are arranged slightly above the angleirons comprising the intermediate portion of said support and serve as means for supporting a segmental fly wheel guard 6,v one end of said guard being hingedly connected to one of the bars 5 as at 6 while the remaining end is detachably connected to the opposite bar 5 by bolts 7 or other suitable fastening devices. A drain board 6 is supported on the lower inclined angle iron and as will be noted, has the upper extremity thereof arranged directly beneath the fly wheel of the engine, while the lower end of the same extends to a point adjacent one side of the oil pan 29. Hence, oil splashing and dripping from the fly wheel and casing will be directed onto said drain and from there conveyed downwardly into the oil pan 29. Thus, a material saving is effected.

Certain of the vertically disposed standards of the frame 2 are extended, for a distance above the same as indicated by the numerals S and 9, the upper ends of those portions of the standards as indicated by the numeral 8 being connected by a horizon tally disposed bracing bar 10, while upon the upper portions of the standard designated by the numeral 9 is pivotally connected an engine suppo-iting bar 11 as indicated at 12,said bar being formed with perforations 13 in order that the flange commonly formed on the crank'cases of engines may be bolted or otherwise secured thereto. Mounted on the frame 3 in bearings 11 is a driving shaft 15 having a pulley 16 arranged thereon, with which a belt 17 or similar form of gearing is engaged; inner end of the shaft 15 is provided with a bifurcated portion 18 to facilitate connection of the same with the driven shaft of the engine transmission; such connection, of course, being effected by passing a bolt, locking pin or similar device through the adj acent portion of the driven shaft and the bifurcated portion of said driving shaft.

Rotatably mounted on the inclined support 5 is a transversely disposed shaft 19 positioned in bearings 20 and having one end of the same bent laterally as indicated by the numeral 22 to provide a. hand lever. In this connection, it is to be noted that the lever 22 is provided with the usual quadrant 23 andslidable locking pawl adapted to be engaged therewith in order that the same can be securely held in adjusted positions. Arranged on the opposite portion of the shaft 19 are spaced arms 21 having their upper ends looped as at 25 in order that the laterally bent extremities of a substantially U-shaped yoke 26 may be rotatably engaged therein. This yoke 26 is so formed as to engage the movable clutch element of the driven shaft of the power transmission, which element, as will be understood, is ordinarily connected to the gear shifting lever arranged in a vehicle provided with the engine and the variable speed gearing, whereby difierent speed ratios may be established. Hence, by rocking the hand lever 22, the driven shaft of the power transmission may be connected to the driving shaft 15 of the adjusting machine and as a consequence, rotated thereby.

As means for bracing the frames 2 and 3 in spaced relation upon the base 1, a truss rod 27 is provided .and extends longitudinally of said base into engagementwith the adjacent portions of the frames 2 and 3, whereat the same is connected by means of locking nuts 28 or like fastening devices.

In operation, the engine is removed from its bed upon the vehicle whereupon the cylinder head, crankcase, transmission cover, universal joint, carbureter, exhaust manifold and commutator are removed. At this time, the engine is placed upon the extended portions 8 and 9 of the vertically disposed standards and the flange formed onthe casing is bolted to the bar 11, in a manner hereinbefore described. At this time, the engine rests upon the lower portion ofthe' frame 2 in a substantially inverted position, as shown in the Fig. 1. At this time, the driven shaft of the power transmission 7 The is connected to the driving shaft 15 and the transmission clutch is engaged by the yoke 26, whereupon the hand lever 22 is rocked to move the transmission gearing into its neutral position. this time, the work of placing and adjusting the bearings of the crank shaft and oonnecting'rod may be carried on. After the bearings have been properly set, that is, provided with the usual babbitt bearing surfaces, a drive'shaft 15 is rotated and the hand lever 22 is rocked to cause connection of the driven shaft with the driving shaft, thereby imparting rotary motion to the engine 'crank shaft. WVhen the shaft has rotated for a time, the bearings will become quite hot, whereupon the lever 22 is again rocked to cause movement of the transmission gearing to neutral position. At this time, final adjustment of the bearing may be made and the transmission being again operated to cause connection between the driven shaft and the driving shaft. .T he crank shaft .is now permitted to rotate for a period of time covering from three to four hours. Should the bearings become too hot, due to the friction created by thecontacting surfaces, the same may be shimmed up.

Thus, the bearings of the crank shaft .and connecting rod may be accurately ad usted.

With my improved bearing ad usting machine, it will be appreciated by workers skilled in the art, that I am enabled to effectually and properly adjust the bearings of engine crank shafts and connecting rods, since, the adjusting operation is accomplished while-the bearings, which are usu ally formed of babbitt are heated and expanded. Hence, the bearings are adjusted to meet all conditions, during rotation of the crank shaft. Should'however, bearings be adjusted while cold and the motor. then started, it is obvious that the bearings will become quite hot and expand and as a consequence, loosen after a time, thus rendering the same objectionable for use.

Manifestly, the construction shown is ca pable of considerable modification and such porting bar arranged on the extended por tion of said frame, drive means arranged on the opposite frame, and means mounted between the frames for effecting connection between said drive means and the mechanism carrying the bearings to be adjusted.

2. In an engine crank shaft and connecting rod bearing adjusting machine, a base,

emmas 8 spaced frames arranged on said base inelndranged between said spaced frames, and ing vertically disposed standards, certain of means positioned on said inclined supports the standards of one of said frames being for effecting connection between the engine 10 extended upwardly, a pivotal supporting crank shaft and said drive shaft.

bar engaged with the remaining extended In testimony whereof, I affix my signastandards, a drive shaft mounted on the tnre hereto. remaining frame, an inclined support ar- FERDINAND P. SCHRAMM.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, 1). 0. 

